Clutch mechanism



uy l, 1937., V, W, KLlEsRATH 2,086,560

CLUTCH MECHANISM Filed Nov. :50, 1952 5 sheets-sheet 1 INVENTOR.

VlcToR W. KUESRATH BY Waneya/ A TTORNEY July 13 1937 v. w. KLIESRATH 2,086,560

` CLUTCH MECHANISM Filed Nov. Z50, 1932 3 Sheets-Sheet 2 IN V EN TOR.

VICTOR W` KLu-:SRATH BY Wezebyvy A TTORNE)v jmy 13, 19S?. v. W. KLIESRATH l 2,086,569

CLUTCH MECHANISM Filed NO v. 50, 193.2 3 Sheets-Sheet 5 IN V EN TOR.

VICTOR W. KLlESRATH BY 54 @vyz/ A T TORNEY UNETED STATES PATENT OFFICE CLUTCH MECHANISM Victor W. Kliesrath, South Bend, Ind., assignor to Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware Application November 30, 1932, Serial No. 645,103

1 Claim.

This invention relates ingeneral to the throttle, brake` and clutch control mechanisms of an automotive vehicle, and in particular to means for facilitating the operation of said controls to the end that both a minimum of skill and a minimum of physical effort is necessary in the operation of said controls.

1t lis accordingly an yobject ofthe .invention to provide power means vforfoperating both the clutch and brakes, said power means to be controlled by manually operable pedals conveniently located adjacent the conventional brake and clutch pedals in the driving compartment of the vehicle. In a preferred embodiment there is suggested the use ofa miniature pedal for controlling the power brake operating means, said pedal being placed immediately to the left of the conventional clutch pedal and to be operated by the left foot of the driver. Cooperating with' such a brake operating pedal there is provided a conventional accelerator pedal operable by the right foot of the driver, the same to control both the engine throttle and power means for operating the clutch. There are thus provided two pedals, placed to the right and left of the conventional L"brake and clutch pedals and operable with a minimum of physical effort to control three of the major controls of the Vehicle, namely, the

- tact in `the drivingcompartment and are, of

throttle, clutch and brakes. The conventional brake and clutch pedals are preferably left incourse, available inl an emergency to operate the clutch and brakes, should the power means fail.

A further object of the invention is to provide an economical means for operatingeither the clutch or brakes by power, utilizingthe internal-V` combustion engine of the vehicle as a prime mover, and to this end there is suggested either one of'two equally eiTectiVe power means, namely, an engine operated hydraulic power means and an engine operated vacuum power means. The vacuum power means may comprise an actuator in fluid transmitting connection with the intake manifold of the engine, the power element of the actuator being operably connected to either the clutch or brakes, the actuator being controlled.

by a manually operable three-way valve means. The hydraulic power means preferably comprises a fluid pump drivably connected to the engine crankshaft and operative to energize a so-called power actuator, the latter being operably connectedy to the clutch mechanism of the automotive vehicle. In one suggested arrangement the throttle operating accelerator pedal is also loperative to actuate a switch, the lattencon- A of the accelerator the control Valve is operated to place the pressure side of the uid pump in circuit with the actuator to again energizethe same to engage the clutch.

Yet another object of the invention is to provide means, operable in conjunction with said power means, for controlling the engagement of the clutch to accurately simulate the corresponding manual control of the clutch.

Another object of the invention is to provide manually operable pedal means for selectively controlling the power means for operating the clutch, and to this end thereis suggested a supplemental pedal or button, loperable by the left 2O foot of the driver and operative as a stop to either cut in or cut out the accelerator) pedal operation of the power means.

Yet another object is to so construct the aforementioned throttle and clutch operating acceler, 25 ator pedal that both the toe and heel portions thereof are constructed and arranged to control the operation of the clutch operating power means.

Other objects of the invention and desirable 30 y details of construction will become apparent from'l the detailed description of the preferred embodiments of the invention described in the specification to follow and disclosed in the accompanying drawings, in which:

Figure 1 is a diagrammatic view of the several speed controlling mechanisms constituting the present invention; Figure 1A discloses a modified form of accelerator pedal construction for controlling the 40 throttle and power means for operating the clutch;

Figure 1B is a further modified arrangement of the accelerator and its connections'with the throttle and control valve of the power means;

Figure 2 is a longitudinal sectional view of the three-way control valve structure or the clutch and brake vacuum operated power means;

Figure 3 is a fragmentary sectional view of the clutch valve means, the section being taken on 50 line 3-3 of Figure 2i Figure 4 is a longitudinal sectional view of the clutch operating power actuator;

Figure 5 is a longitudinal sectional view of the brake operating power actuator;

Figure 6 is a sectional view of the control valve for the power vbrake operating mechanism;

Figure 7 is a diagrammatic View, in perspective, of one form of power means for operating the clutch;

Figure 8 discloses one form of manually operable means for controlling the throttle and power means for operating the clutch;

Figure 9 discloses a modified form of the control means of Figure 8;

Figure 10 is a sectional view on an enlarged scale of the valve mechanism indicated at |50 in l Figure 7; and

Figure 11 is a sectional view on an enlarged Iscale of a portion of the dashpot 202 shown in Figure 7.

There is disclosed in Figure 1 of the drawings a diagrammatic view of the arrangement of the several speed controlling mechanisms constituting the invention wherein there are provided conventional clutch and brake pedals I and I2, the

latter being connected to the usual cross shaft I4 operably connected to front and rear brake mechanisms, not shown, yby links I6 and I8.

'I'he particular feature of the invention resides in-the arrangement of the control means for operating the clutch and brakeof the vehicle by power with respect to the conventional brake and clutch pedals, and to this end there is suggested the provision of a miniature power controlling brake pedal 2U, operably connected by a link 22 and arm 24 to the cross shaft I4. A control valve 26 for a vacuum operated power actuator 261 is incorporated in the link 22, said valve being disclosed in detail in Figure 6 of the drawings. This valve structure preferably comprises in general two relatively moveable parts, a sleeve portion 38 connected to the pedal 20 through the medium of a portion of the Alink 22 and a cas.- ing portion 32 connected to the remaining part of the link 22. A three-.part oriced diaphragm 34, secured at its outer periphery to the casing 32 and at its inner periphery to the sleeve 30, serves `to intercommunicate manifold and actuator ports 38 and 36, respectively, in the casing with the diaphragm unseated from a seat' 4U on -the casing and to intercommunicate the actuator port 36 in the casing with atmospheric openings` 42 when the diaphragm is seated upon seat 48. Manifold port 38 in the valve casing is connected with an intake manifold 44 of the internal-combustion engine 46 of the vehicle by means of a conduit 48, and the actuator port 36 of the valve is connected by a conduit 58 with one end of the brake operating power actuator 28. The latter, which is disclosed in detail in Figure 5, comprises A a casing 52 housing a reciprocable piston member 54,`the latter being operably connected to the arm 24 on the cross shaft I4 by means of a connecting rod 56.

In operation, depression of the miniature pedal 20 to operate the brake serves, rst, to operate the diaphragm parts of the valve to close oi communication between the atmosphere and the atmosphere admitted through opening 68 acting on `the piston to move the latter to the left to operate the brakes. Should the pedal 20 be held in a partially applied position, the moving piston 54 of the actuator connected with the valve casing 32 serves to move the latter to again seat the casing at 40 upon the diaphragm 34 to cut off the communication with the manifold and hold the brakes applied by power.

'Ihe aforementioned power mechanism for applying the brakes has been only briefly described, inasmuch as the same forms no part of the instant invention, having been described and claimed in an application of Caleb S. Bragg and Victor W. Kliesrath, No. 163,351, led January 25, 1927. Thefeatureto be stressed in the aforementioned mechanism is the positioning of the miniature power brake operating pedal 28 immediately to the left of the .conventional clutch pedal I8 where the miniature pedal may be conveniently operated by the left foot of the driver in conjunction with the accelerator pedal, the latter to control the clutch and throttle as will now be described.

To the clutch pedal I0 there is secured a connecting rod 62 of a reciprocable piston 64 of a vacuum operated power actuator 66, disclosed in detail in Figure 4. The actuator is adapted to be energized or evacuated to disengage the clutch by evacuating a left compartment 68 thereof, the latter be/ing in fluid transmitting communication with the intake manifold 44 of the internalcombustion engine by means of a conduit 10.- A three-way control valve 12, disclosed'in detail in Figure 2, is interposed in the conduit 10 and serves to alternately place the left compartment 68 of the actuator 66 in communication with the manifold and with the atmosphere tov energize and deenergize the actuator to effect the disengagement and engagement of the clutch. The control valve preferably comprises a casing member 14, provided with manifold and actuator ports 16 and 18, respectively, and further comprises a reciprocable valve plunger member 80 operably connected to an accelerator pedal 82 by means of a link 84 which isspring returned, the latter connected to a throttle link 86. The link 86 is preferably connected to a spring returned throttle valve 86 by means of a lost motion connection 81.

Such a construction provides for an operation of the control valve 12 before the throttle is opened and after the same is closed.

The valve piston 88 is provided with a reduced portion 88 to intercommunicate the manifold with the actuatorwhen the accelerator pedal 'is in its fully retracted position.l With the valve in this position the'clutch is disengaged when the 'to vent the actuator to. atmosphere and eiect an engagement of the clutch. 'This engagement is accomplished in two distinct stages of move- 'ment of \the'actuator piston 64 the rst stage,

to bring the clutch plates into engagement, being relatively rapid due to the eiilux of air from a right compartment 92 of the actuator via a slot 94 in the piston rod 62. When the slot 94 is 75 positioned thereunder.

covered by the end wall of the actuator, the second or clutch plate contacting stage of movement of the clutch pedal is initiated, this movement being'controlled'by the rate of efflux of air via a bleed conduit 86 terminating in a controlled port 98, the rate of eillux of air via said port 98 being determined by the depth of a slot |00, Figure 3, in the `plunger 80. Thus the position of the accelerator pedal determines the rate of movement of Y the clutch pedal during the aforementioned second or clutch plate contacting stage of movement. A cut-out valve is provided to render the power mechanism inoperative, the

same comprising a piston member |02 provided with a recessed portion |04 to intercommunicate the manifold and actuator and also operable, when the piston |02 is moved to the left, preferably bymeans of a Bowden control |06 operable from the dash, to place an atmospheric slot |08 in the plunger in communication with the actuator via actuator port 18 and conduit 10. 'Ihus when the operator desires to render the power mechanism for operating the clutch inoperative, he moves the piston 02 to the left to perma nently vent the clutch actuator.

From the above described mechanism it will be observed that both the clutch and brakes are operated by vacuum operated power means, the clutch being disengaged by power with release of the,I accelerator pedal and reengaged with.de pression of the accelerator pedal. The brake is operated by power with the operation of the miniature pedal 20. The two pedals 20 and 82 accordingly provide means operable by the left and right feet of the driver, respectively, the same being conveniently positioned to the left and right of the conventional clutch and brake l pedals l0 and 2, said pedals 20 and 82 completely controlling, with a minimum of physical .effort on the part of th opera-tor, the clutch, brake and throttle of the vehicle. Should the power mechanism for the clutch and brake be rendered inoperative for .any reason the conventional clutch and brake pedals may be operated in the usual manner.

'Ihere is disclosed in Figure 1A a modified construction of accelerator pedal, a heel portion ||0 being provided with a return spring ||2 The accelerator pedal is, under ordinary circumstances, returned to its throttle cut oif and valve operating position by a return spring H4. Should this return spring be rendered inoperative for any reason 'the control' valve for the clutch actuator may nevertheless be operated to disengage the clutch by depressing the heel portion of the accelerator.

There is also suggested another arrangement of the parts in Figure 1B whereby the accelerator in its completely released position, under the p action of a return spring ||6, serves merely to permit a closing of the throttle lever 86' by a spring ||6', weaker than spring |16, without, however, operating the control valve. Should the operator then desire. to operate the clutch operating control valve to disengage the clutch, he would depress the spring returned heel portion of the accelerator to'the dotted line position disclosed, the lost motion connection 81 permitting this operation.

There is disclosed in Figure 8 stop means, co-

operated pedal member |26. An accelerator |21 is connected to the valve ||8 and a spring operated throttle lever |28 by linkage |30, said linkage being urged to the right, to permit a closing of the throttle and to operate the valve H8, by a spring |32. In the oi position of the parts the spring returned pedal |26 serves'to operate the crank |20 to limit the throw of a throttle and valve operating link members |30 so that the throttle |28 is closed, under the action of its spring, without, however, operating the valve I8 to effect a disengagement of the clutch. When it is desired to eiect a clutch disengaging operation of the valve H8, the driver depresses the pedal |26 with his left foot, thus permitting the accelerator I 21 to be completely released under the action of the spring |32 to operate the valve ||8. The stop mechanism thus operates as` a means to cut in the operation of the clutch control valve.

In Figure 9 the mechanism of Figure 8 is adjusted to function as a cut out means whereby with depression of the pedal |26 by the left foot of the driver the parts assume the position of the parts in Figure 8, and the operation of the control valve ||8 by the throttle linkage |30 to eiTect a disengagement of the clutch is obviated. In order to obtain this result the crank |24 is positioned to be rotated counterclockwise as distinguished from the clockwise rotation of the same in the arrangement of Figure 8, and in the off position of the parts the valve ||8 is operated by the return spring |32 to effect the disengagement of the clutch.

In Figure 7 there is disclosed power means for both positively engaging and disengaging the clutch, said means differing from the vacuum operated mechanism of Figure/1 in that the latter only positively dsengages the clutch, the engagement being effected by means of the conventional clutch spring.

Describing in detail the construction ofthe power means of Figure '7, there is provided an oil pumpA |40, which may also serve as the pump of the force feed lubricating system of the engine. The discharge and intake sides |42 and |44 of the pump |40 are connected respectively by conduits |46 and |48 with a control valve |50, the latter being connected by a conduit |52 with .the fluid receiving end of a clutch operating actupower element |55 of the uid motor is connected by means of a rod |56 with a conventional clutch pedal |58. A cylinder or body portion |60 of themotor is preferably pivotally secured by a connection |62 with a portion of the chassis, not shown. The control valve |50 comprises a cylinder |64 having portsl66, |68 and |10, and further comprises a' reciprocable spool-shaped piston memberl |12 operably connected by a rod |14 with a solenoid |16, the latter being preferably mounted on the actuator cylinder |60. A spring |18 is interposed between one end of the valve cylinder and one end of the valve piston. 'I'he solenoid |16 vis of conventional design and is provided with leads |18 and |80, the former being connected to the cylinder |60 to provide a ground and the latter being connected to one contact |82 of a switch |84, the remaining contact |86 being connected to a source of current such as a battery |88. Theswiteh further comprises a spring, operated plunger |90, positioned immediatelybeneath an accelerator |92, the latter connected by al rod |94 with al conventional carburetor operating lever |96. The connection between the rod |94 and lever |96 provides for a certain amount of lost motion in order that the switch may be operated before and after the opening and closing of the throttle, respectively. The switch |84 is thus operative to control the operation of the clutch motor |54 during the final and initial increments of movement of the accelerator pedal. Y

The construction of the clutch operating power means is completed by a dashpot cylinder |981 secured to the chassis by a bracket 200, a reciprocable piston 202 of the dashpot being connected by a rod 204 with the clutch pedal |58, the latter being connected by linkage 206 with conventional friction elements of a clutch 208. The influx of air to the dashpot during the disengagement of the clutch is permitted by a check valve 2|, and the elux of air therefrom is regulated, to control the mode'of clutch engaging movement of the clutch pedal, by means of an accelerator operated bleed valve 2|2 in uid transmitting connection with the dashpot cylinder |98 by means of a conduit 2 I4. 'I'he construction of the bleed valve is identical with that of the mechanism of Figure 1, said valve being disclosed in detail in Figure 3.

AIn operation, with the accelerator released and the engine idling the switch |84 is arranged to be rclosed by its spring' to thereby energize the solenoid |16. The valve piston |12 is accordingly moved to the right, to the position disclosed in Figure 7, to intercommunicate the suction side of the pump with the clutch operating uid motor and eiect an evacuation of the liquid from the motor to disengage the clutch. With operation of the accelerator to increase the engine speed the switch plunger is depressed to open the switch, thus deenergizing the solenoid and permitting the Avalve spring |18 to move the valve member |12 to the left to intercommunicate the pressure side of the pump withA the motor and positively engage the clutch. The rate of clutch engaging movement of the clutch pedal, under the action of the power uid, is

determined by the rate of elux of air from the dashpot |98, said rate, in turn, being determined by the degree of opening of the bleed valve by the accelerator, all as described in explaining the operation of the mechanism of Figure 1.

There is thus provided an accelerator controlled hydraulically operated power means for both positively disengaging and engaging the clutch, the initiating of the clutch disengaging and engaging operations of the power means being effected by the operation of valve means controlled by the accelerator and the rate of engagement of the clutch being a function of the mode of operation of the accelerator through the medium of the bleed valve.

Although this invention has been described i'n connection with certain specific embodiments, the principles involved are susceptible ,of numerous other applications that will readily occur to persons skilled in the' art. The invention is, therefore, to be limited only as indicated by the scope of the appended claim. The mechanisms disclosed in Figures 7, 8 and 9 are not claimed herein, inasmuch as the same are covered by my divisional applications Serial Nos. 137,416 and 137,417, led April 17, 1937.

Iclaim:

In an automotive vehicle provided with a throttle and a clutch, power means for operating the clutch including a control valve and a common manually operable member for controlling the operation of both the throttle and control Valve of the power means, said manually operable member comprising a treadle pivotally mounted at a point intermediate its ends, a spring acting on said treadle to move the same to a v position to completely close the throttle and opas indicated above after a heel operation of said treadle, made necessary by a failure ofthe rst mentioned spring means.

` VICTOR W. KLIESRATH. 

